Power-transmitter.



"m 0. mjfi if PATENTED JULY 30, 1907.

J. 0. ANDERSON. POWER TRANSMITTER.

APPLICATION FILED OUT. 25, 1906.

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REVERSE MOTION DIRECT MOTION (mac: ocuveRso yPwARv) (FORGE DELIVEREDoowuyrpnn). 2350? Z 5 4 3 I ZZZZZ- 'ggggjgg E' B A AA A E A B A c B Dccfiu" FIXED D C CCDE BEBE EBE BE DRIVEN I AEEDEDCCCBCAER EA i/bmm mPATENTED JULY 30, 1907.

J. 0. ANDERSON. POWER TRANSMITTER. APPLIUATION FILED OUT. 25, 1908.

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I I l I I I I l I I I I I I I I I I l I P-ATENTED JULY 30, 1907.

J. C. ANDERSDN. POWER TRANSMITTER.

APPLIUATION FILED 001225, 1906.

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m1 Hil BATENTED JULY 30. 1907.

J. c. ANDERSON. POWER TRANSMITTER.

APPLICATION FILED 00T.25, 1906.

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wwvmow WM 7436a JAMES C. ANDERSON, OF RUTHERFORD, NEW JERSEY.

POWER-TRANSMITTER.

Specification of Letters Patent.

Patented July 30, 1907.

Application filed October 25,1906. Serial No. 340,445.

To all whom it may concern:

Be it known that I, JAMES C. ANnnnsoN, a citizen of the United States,residing at Rutherford, in the county of Bergen and State of New Jersey,have invented certain new and useful lmprovem cuts in Power-Tmnsmittcrs, of which the following is a full, clear, and exactdescription.

My invention relates to a transmission system or mechanism by whichvarying speed relations may be obtained between a driving shaft ormember and any driven or operated part.

The principal object of the invention is to enable the speed ratio orpower factor between the driving shaft and the driven part to be variedthrough a wide variety of values both for forward and reverse rotation,I --"bya mechanism having high mechanical efficiency, and which permitsof the changes being made easily and smoothly without material shockor-jar, and without expert manipulation. I A further object of th einvention is to provide a means by which the use of toothed gears of anyform in such transmission mechanism may be avoided, thereby obviatingthe noise, wear, vibration, grease and expense valways incident thereto."Thc invention has finally for its object to provide a transmissionmechanism which is light, strong, and 'lt inaccordance with the bestengineering and me iiica'l principles with respect to wear, lubrication,rains-and general case of action and freedom from vinaan. l vi th theseobjects in view the invention consists in 'th'e features of constructionhereinafter set forth and claimed.

In the drawings: Figure 1 is a diagrammatic view illustrating one of theprinciples of my invention; Fig.

V 2 is a tabular outline of certain results secured; Fig. 3

;, isla gliagram illustrating another principle of the invention; Fig. 4is a construction embodying such principle; Fig. 5 is a sectional Viewshowing a trims-mission mechaliism embodying llnr':l.i l principles;Fig. (i isit section on the line Vl ll--Vl ll of Fig. 5: l ig. 7 is anend view; Fig. '8 is a tabular oulliinol results obtainable; Fig. 9

is a developed representation of the cam cylinder showing form ofgrooves; Fig. 10 is a detail view show- 4 ing a very slightmodification; Fig. 11 is a sectional view showing manner of supportingparts when gears are used instead of friction rolls.

Practically the only two forms of change speed gear transmissionmechanism which are adapted for general use are the planetary gear andthe sliding gear which predominates. With the sliding gear, weight andcom.- plication restrict the number of changes to a very unsatisfactorylimit; its action is so crude, and its practical operation is so full ofdangerous possibilities, that fairly flexible drive, and under at leastsemi-expert hand-ling. It further necessitates the provision of aspecially designed and operated clutch, the construction of which, underthese conditions, becomes a problem in itself. The planetary geartransmission mechanism is not susceptible of general use, because only avery limited number of speeds is practical. Furthermore the planetaryordinarily requires a structural. design which is liable to derangementand breakage due to wear. Finally the mechanical efficiency is very lowon the slow speeds. In carrying out my invention I aim to very muchincrease the number of-possible speed changes over any possible numberobtainable with the ordinary planetary transmission mechanism, and alsoeliminate the other above named defects thereof. I also overcome thefundamental defect of the sliding gear which is the positive ultimatedestruction of the gear teeth by the impact to which they are subjectedin making a change. But in overcoming these defects of the sliding gear,I also aim to sacrifice none of its mechanical efiiciency or itssimplicity but to actually increase both of thesedesideratap, 4

Before taking up a detailed description of apracti- "cal mechanical,transmission' mechanism embodyingthe principles of my invention, I willfirst elucidatethe principles with the aid of diagrams, in order that Ithe broadness of their applicability may 1) i clear, and their relationand action in the r ncharii" structure understood. The first principlelies irrthe possibilities of obtaining a wide variety of power factochanges by selecting one or another element of an ein cyclic ordifferential system as the power element,'as" thefwork element and asthe fixed position element.- In Fig. 1 I have illustrateddiagrammatically this principle. fiuppose that A, B, C, D and E arescale pans or tables-on stems d, J d d and that the stern d hasjournaled thereon a pair of gears a and f, fixed to one another, andhaving diameters in the ratio of 1 I to 2. The stems d, (F, (i and (lare considered to have llll'k teeth 1 moshing with said gears 1:,f. h,11", h", h and Ir' are set screws, by which any selected stem (1, (F, d,d, (1" may be fixed against movement. With this mechanism many changesof speed ratio or power factor are obtainable by selecting differentelement. for power, work and fixed position. For example, if the setscrew h is tightened, and power is applied to A, for instance a onepound force, the force delivered at D will be 2 pounds (upward). Inother Words, the power factor will be 2. If, however, the ,power,namely, the one pound force is applied to B, theforce at E will be" apound (upward). In this casethe power factor is if. These results arefound respectively tabulated in the second and the fourth columns of thetable in Fig. 2. The mechanism acts as a simple gear 55 it is onlysatisfactory when used in connection with a connection in this case. If,however, set screw D is 110,

r q ("S I o -.A

fixed andpoiivei is aiflidd ill A, a forceol three pounds will bedelivered (upward) at E. This is tabulated in the fifth column of thetable, the power factor being 3. In this case the mechanism has a(.lill'erential action. In all, sixteen different speed ratios aretabulated, of which live correspond to upward or reverse motion, whilethe remaining eleven obtain motion in the same direction as the.application of the power, merely varying the power factor. Supposing,l.ll('l'('f 'll'(', that the above principle could be adapted to atransmission system, it is evident that a large number of power factorsare obtainable. As will later appear, I have applied the principle to atransmission system, and secured such result.

The second principle which I have utilized depends upon the greatdifference between the coefficients of tangential and rolling frictionunder favrnablQ conditions. Referring to Fig. 3, X denotes a rollermovingon a level surface Y. If the surfaces X and Y are not perfectlyhard and smooth, there will be a fairly high co-eflicient of rollingfriction. In other words, considerable force must be applied in thedirection 2 to move roller X. If X and Y are, however, made hard andsmooth, this rolling friction diminishes, and a much less force isrequired in the direction z to move X. It is possible to now obtainmaterials so hardthat X and Y may be made to roll on one another veryeasily, notwithstanding considerable weight of. X. This fact is wellknown and is utilized in the ordinary roller hearing. Butnotwithstanding the fact that. X may be made to roll very easily on Yregardless of great weight or downward pressure of X, the tangentialfriction coefficient at the point 10 is large and increases directlywith the weight or downward pressure of X. Supposing X were the wheel ofa locomotive for example, the tangential friction at to may easilyamount to many tons. The principle thus diagrammatically outlined may bestated to be that there is no definite relation between the tangentialfriction and the rolling friction of two bodies, and that while thetangential friction may be made as large as desired, the rollingfriction may be reduced by the use'of exactly formed resilient materialto figures limited only by the skill of the workmanship obtainable, andthe hardness to which it is possible to make steels at this day. As theworkmanship and the hardness of steels now obtainable are both veryexcellent, it is apparent that enormous tangential friction values canbe secured with very slight rolling frict ion cowllir-ieuls.

In Fig. i l have shown a special strur'lure embodying the aboveprinciple. I. is a hardened steel roll. M is a hardened steel ring. Nare hardened steel rollers which are positioned between L and M by theexpedient of heating M and shrinking it about L and N. As M may be quiteheavy and strong, the normal force at each point of contact in thedirection of the various arrows would be enormous under suchcircumstances. The tangential force created may be very high for thereasons above given. But although the tangential forces are high, therolling friction at each point of (tintact, assuming the rolls to benicely machined and properly hardened, is low. And not only is therolling friction low at each point of emu'ar-t, but the nature of theorganization is such that there is no unbalanced force on any roll ormember in any direction. In other Words, all of the enormous forces atthe points of contact, however great, are in such directions that theywholly balance one another. For example, the ring M has three differentforces at the points f f and f but these forces all act symmetricallyoutward from the center. In like manner, the rollers N are freelybalanced by the forces of reaction against the ring M and against thecentral roll L. The roll L is likewise perfectly balanced by the forcesof reaction centrally directed from the contact points of the variousrollers N. The result is that if L is kept stationary, M may be easilyspun around in the manner of a roller hearing, but in this motion therollers N travel in a planetary way with all the force of the tangentialfriction, which as above stated, is very great. The rollers N act,therefore, exactly like planetary gears, but at the same time they actlike roller bearings, giving a free and noiseless action. The essentialfeature is to have parts with surfaces of revolution rolling upon oneanother and which are powerfully pressed together, all of the forces andreactions being self contained within the system.

Having now made clear the nature of the two important principles which Ihave utilized, I will specifically describe the details of the actualtransmission in which I have used them.

Referring particularly to Figs. 5, 6 and 7, 1 denotes a driving, and 2 adriven, shaft, and 3 indicates a frame or casing in which is containedthe transmission mechanism. For greater convenience of construction, the

shaft 2, which isextended completely through the casing 23. Uponeach ofthe shafts 1 and 2 are slidably, splined the shells 4 and 5, theessential characteristic of 1 which is an annular surface on eachdenominated by characters 6 and 7. The supporting webs 8, 8, of the twoshells are sufficiently distant from the annular surfaces 6 and 7 topermit a considerable range of move ment of the two shells as willhereinafter more fully appear.

By the above construction, the shaft 2 extends axially through the twoshells 4 and 5, and serves as a support for two sleeves 9, 10, each ofwhich is enlarged to form peripheral surfaces 11, 12.

9 and ll) denote wheels respectively keyed to the sleeves 9 and 10.

In the planes of the respective parts 11 and 12, which may be termedrolls, are a pair of annular parts or rings l3 and M. The annular spacewhich separates each of'1he rings liiandld from the rolls 1 l and I2isoer-upied by a plurality of rollers. These rollers have exactly therelation in the structure as has been described in connection with Fig.4, with reference to the rollers diagrammatically referred to as N.

15 indicate the rollers cooperating with rolls 11 and ring 131 16designate the rollers cooperating with roll 12 and ring 14. The rollers15 and 16 are integral and co-axial with one another. They are ofdifferent sizes to cor respond to the different dimensions of the rings13, 14, and the central rolls 11, 12.

For the purpose of insuring the continued alinement of the rollers 15and 16, they have axles 17 in ball hear- ,ing r aceways 18, supported bywheels l9, l9, tied togcther by the tie rods 20. These wheels 19 arereally driving shaft 1 is made hollow and sleeved on to the i carriedbythe various rollers 15 and 1.6, but in order to absolutely insurepermanent alinement, the Wheels 19 are sleeved on the respective sleeves9 and 10, at 21.

All of the wheels 9, 10, 19, 19, and the rings 13, 14, have the sameexternal diameter and lie in a row, preferably equally spaced from oneanother. .They constitute, therefore, a series of elements co-related tohave a predetermined relative movement. The annular surfaces 6 and 7 ofthe two shells, and a certain other annular surface 22 lie slightlyoutside the peripheries of these wheels and rings, and are all axiallymovable into the planes of different wheels or rings. All these surfacesconstitute members for engaging the various elements. Means are providedfor engaging these members 6, 7 and 22, with selected elements, namelythe various wheels and rings 9, 19, 13, 14, 19, 10. The means which 1have illustrated for this purpose comprises pins 23 on the variouswheels and rings, and corresponding pins 24 011 the various annularsurfaces 6, 7 and 22. When these annular surfaces are moved into theplanes of the various wheels and rings, the pins engage one another, sothat the parts are locked together. The shell 4 constitutes the drivingor power member, as above stated. The shell 5 constitutes the driven orwork member, and the annular surface 22 is a member fixed againstrotation. This is readily secured by having it in the form of a ring 25,guided by a lug 26, working in a slot 26, and certain other meanshereinafter described, to have an axial movement in the casing but norotation.

The analogy between the above construction and the diagrammaticrepresentation in Fig. 1 will now be apparent. In Fig. 1 five movableelements A, B, O, D and E, (to-related to have a predetermined relativemovement by the pair of connected gears e, f, were capable of beingselected for the application of power, work and fixed position. By thestructure of Figs. 5, 6 and 7, five movable elements 9, 19 (with 19),13,

14 and 10, co-related to have a predetermined relative movement by thepairs of connected friction gears 15, 16, are capable of beingselectively engaged for power, work and fixed position by beingselectively engaged by the power member 4, the work member 5 or thefixed position member 26. As a result of different selections, a widevariety of different power factors are obtained. With this particularmechanism, it is possible in obtain a largeninnberof power factors; infact, a gri-zilcr number liiuli is ordinarily necessary, and ii is bestIn udopi only a few of the best values of power factors. in the table(Fig. b various desirable power factors are listed, together with theengagement of the members 4, 5 and 25,.by which they are attained. Onthe first line is given a power factor of 2.6 which is obtained bymoving the shell 4, so that its pins engage the wheel 9, moving thefixed position ring 26, so that its pins engage the wheel 19 and movingthe driven shell 5, so that its pins engage the ring or element 13. Theother power factors are obtained by longitudinally sliding the shells 4and 5 and the ring 26 to different positions as indicated. A practicalmeans for shifting the parts successively to obtain these power factorsis illustrated, and comprises a cam cylinder 27, having grooves 28, 28and 28 thereon. 29, 30 and 31 denote sleeves surrounding the camcylinder 27 and having pins 30 30? and 30 engaged in the grooves. The

sleeve 29 has an arm 32 engaged in a groove 33 of the shell 4. Thesleeve 31 has an arm 34 engaged in a groove 35 of the shell 5. Thesleeve 30 forms part of the ring 26. By having the cam grooves formedgenerally as indicated diagrammaticallyin Fig. 9, which represents thedeveloped periphery of the cam cylinder 27, it is possible to have allthe elements of the transmission mechanism automatically take thepositions to secure all the power factors given in Fig. 8, by merelyturning the cam cylinder through successive equal angular spaces ormovements. Thus if the cam cylinder is supported on a shaft 36,'and thisshaft has a handle (not shown) the handle may be stepped around throughten equal angular divisions to secure ten different gradations of powerfactor, or speed ratio, varying between fast reverse to fast ahead,supposing the transmission to be used on a motor vehicle.

I have described the annular surfaces 6, 22 and 7 as having internallyprojecting pins thereon. This provides a positive engagement, but theseannular surfaces may be arranged to have a yielding or frictionalengagement if desired. In Fig. 10 I have shown a construction designedto secure this result. The shells 4 and 5 and the various wheels 9, 19,etc., are constructed exactly as in the preceding described modificationwith the exception that in place of the pins 23 and 24, a frictionalengagement is used. The outer surfaces 37 of the various wheels arerounded in this case,: and the shell 4 has rollers 38 journaled inradial planes thereon so as to firmly bear against the surfaces 37. Byhaving the rollers 38' in radial planes no considerable resistance isimposed to the axial movements of the shell, but these Toners have noanti-friction effect in a circumferential or tangential direction.Accordingly the shell 4 engages any selected wheel with as great a forceas its elasticity will produce, and this is made SllfliCiOIlt to affordadequate transmission torque. In order to avoid shock when shifting fromone wheel to another it is best to have the outer peripheries, whichhave the surfaces 37, as separate rings. These rings, indicated at 39,surround the various wheels and. have sufficient frictional engagementthere with when pressed by the rollers 38 to transmit the drivingtorque, but which are capable of slipping in overcoming the inertia ofthe elements 9, 19, etc., when making shifts at speed. The samefrictional yielding effect is scoured to a certain extent by thepreferred construciion shown in Figi and 7. The internally 1m jcctingpins 24 are made long enough to bear against the peripheries of thewheels and rings so as Lu lirsi frictionally engage the same. Theelasticity of the shells is sufficient to insure a firm pressure. Withthis arrangement the internal pins 24 first engage portions of thevarious wheels and rings, while the speed changes are being made, andthe wheels and rings thereby tend to come to the actual speed of themember with which they are about to be engaged before the pins actuallyfall into engagement. This prevents shock and jar on the pins inchanging.

Of course the frictional planetary system herein described is notabsolutely essential since all the advantages with respect to wide speedvariations are obtained if ordinary gears are substituted for thefriction In Fig. 11 I have illustrated a manner of supiii-1' the rings.13 and 14 in this case. The wheels 19, 19, have tie rods 20, as in theprevious case, and serve to revolu bly support the planetary rollers,which in this case are made in the form of gears. These gears are fixedtogether and have their axles journaled in the wheels 19, 19, as before,and which need not, therefore, be again shown. The wheels l9, l9, andthe rings 13 and 14 each have raceways 40 in their side faces and balls41 in these ractuvays serve to support the rings 18 and 14, so that theyare freely rcvolnble. 42 indicate teeth on the inside oi the rings, andthe central rolls 11 and 12 are also cut with gear teeth 11, 12. It isobvious that the manner of operation of this form of the invention isexactly like that of the preferred construction so far as the speedratios, power factors and their changes are concerned. The essentialcharacteristic is to have some sort of circular motion, preferablyepicyclic or differential, the different parts of which can be engagedin different combinations to a driving member, to a driven member and toa fixed position member.

What I claim, isz- 1. In a transmission system, a plurality of elements0lrelated to have a predetermined relative movement, and means forengaging selected elements, as the driving. as the driven and as thefixed clement respectively.

2. In a transmission system. a plurality of elements correlated to havea predetermined movenient, and means coaxial therewith for connectingdifferent elements for the application of power and the workrespectively.

3. In a transmission system, a plurality of elements mechanicallyorganized together to have predetermined relative movements, and threemembers co-axial therewith arranged to selectively engage said elements.7 l 4. In a transmission system, a plurality gf elements me ehanicallyorganized to have predetermined relative movemnts, and three memberscorresponding to3power, work and a fixed position, adapted toselectively engage said elements.

5. A transmission system comprising a part having a frictional surfaceof revolution, :1 second part having a surface of revolution concentrictherewith, and rollers mount-- ed to have a planetary movement andcontained between the parts by their resiliency and adapted to transmitpower from one to the other at a different speed.

6. In a transmission system, an epicyclic train, and means forselectively applying power and work to different elements of said train.I

7. In a transmission system, an cpicyclic train having three relativelymovable elements of substantially equal diameter. means [or applying thepower and work to difl'ercnt elements, and means for engaging the thirdelement against rotation.

S. In a transmission system. a plurality of elements having equalperipheral diameters. said elements being corl' lill tl to have .-Ipri-di-li-rniiuirl relative movement. a power ll|(l|l u-l. u \vorkmember. and a lixed posilion invinlwr rourenir v Will! said element::lll'l movable axially \vilh relation iln-relo. ear-h ol said membersbeing capable of being engaged with a selected element.

9. In a transmission system, a plurality of elements cor related to havea predetermined relative movement, pins on said elements, and threemembers having pins and axially movable to engage the pins of threeselcctedelements simultaneously. I

10. Ina transmission system, a plurality of elements correlated to havea predetermined relative movement, a power member, a work member, afixed position member, and means for moving said members into-engagementwith selected elements respectively in difierent combinationssuccessively.

11. in a transmission system, a driving shaft, a driven shaft. aplurality of elements (o-axial with said shafts and simported thereby,said elements being correlated to have :1 predetermined relativemovement, a shell splined to the driving shaft, another shell splincd tothe driven an axial movement but fixed against: rotation, and means formoving said shells and said ringaxially to selectively engage differentelements in (lillerent eombilmtious successively.

12. In a transmission system, a plurality of elements correlated to havea predetermined relative movement: and having pcripheries ofsubstantially equal diameter, a power member, a work member and a fixedposition member capable of being selectively engaged with saidperipheries. and means for so ou ing said members in dif l'erentconlbinations successive):

15-). In a transmission system, a plurality of elements correlated tohave a predetermined relative movement, a power member, a work member, afixed position member, a cam cylinder having grooves, and meanscontrolled by the grooves of said cam cylinder for moving said membersto engage the elements in different combinations successively.

H. In a transmission system, a differential train ot gearing havingthree relatively movable e ements, a plurality of members and means forconnecting' all the different members to different elements in differentcombina tions whereby the power factor between a pair of said elementsis varied.

15-. ln :1 transmission system, a differential train of gearing havingthree elements eachrelativcly movable to he other, and means forapplying the work and the power to different selectcdelcmcnts, andindcpcndcnt'mcans for securing said third element against rotation.

16. In a transmission system, a difiercntial train of gearing having aplurality of relatively movable elements co-axially arrangedwith respectto one another, and means movable parallel to the axis of said clcmcntsfor selective'jly engaging diilfcrent elements with the power and withthe work. I A V 17. In a transmission system, a differential train ofgearing having a plurality of elements co-axially arranged with respectto one another, a power member and a work member also coaxial withsaidelements, and means for shifting the power member and the workmemberselectively into engagement with dilfercnt elements.

18. In a transmission system, a driving and a driven member a pluralityof elements cor-elated to have a predetermined relative movement andco-axially arranged with respect to the driving and the driven member,and means for selectively engaging said driving and said driven memberto dilferentclenients.

19. In a transmission system, a plurality of elements cosbaft, a ringhaving I related to have a predetermined relative movement, a

driving member, a driven member co-axial with said ole merits, -21 camcylinder having .groovcs, and means consilient-y of said ring. allllll';llil,\' ol' elenmus i-ieaxinlly arranged and connectedrespectively with lllil roll. said rolb ers and said rii and means forapplying the pom-r and the work l'iSl'HlCiiVtll to said elements indifferent combinations successively.

22. In a transmission system, a roll, a ring, a plurality of rollersmounted to have a planetary movement between said roll and ring and heldin such relation by the resiliency of said ring, and means fortransmitting power through the differential train thus produced.

23. In a transmission system, a planetary train of gearing having aplurality of elements, a plurality of members corresponding respectivelyto power, work and fixed position; and means for selectively engagingsaid members with selected elements in different combinationssuccessively.

24. In a transmission system, a plurality of parts rolllire," in contactwith one another, said parts being powerfully pressed into such Contactby their resiliency whereby are co-relatcd to have a predeterminedrelative movement and are capable of transmitting power, the parts beingarranged to balance the. various forces of reaction whereby all to cesand their reactions which serve to keep the parts presstd together areself contained within the system, and a plurality of members cooperatingtherewith to transmit power at a different speed.

25. In a transmission system, a plurality of parts rolling against oneanother and firmly pressed together at their points of contact by theirown r hency, whereby they are co'relatcd to have a predeterminedrelative movement. and are capable of transmitting power, the variousforces of action and reaction all extending in the same plane andthrough a common point and being equal in value whereby all of saidforces of action and reaction which serve to RN p the members pressedtogether are self contained within the s tem, and no unbalanced force isproduced in any direction by the engagement of the members.

2G. in a transmission system, a driving and a driven member, a pluralityof elements co-related to have a predetermined relative movement, meansfor engaging the driving and the driven members with different elementscoaxial therewith whereby the power factor is varied, and means forconnecting the driving member directly to the driven member to produce aunit power factor or direct drive.

27. In a transmission system, a driving and a driven member. a pluralityof elements co-related to have a predetermined relative movement, meansfor selectively engaging said driving and driven members to differentelements, and means for directly connecting the driving to the drivenmember whereby the power transmission is direct.

2%. In a transmission system, a plurality of elements corelated to have.a predetermined relative movement, said elements being extended to asubstantially common diameter, a power member, a work member and a fixedposition member movable co-axially with respect to said elements, andmeans on said members for engaging said elements on their portions ofsubstantially equal diameter.

- 29. in a transmission system, a. plurality of elements corelated tohave a predetermined relative movement, a

a work member and a fixed position memmembers for engaging said clearemoved into proper relation power member, her, and devices on said mentswhen the members thereto.

30. In a transmission system, a plurality of elements corelated to havea predetermined relative movement, a power member, a work member andaiixed position member capable of being moved co-axially with respect tosaid elements, and devices intermediate said members and elements forengaging them together.

31. In a transmission system, a plurality of elements corelzrted to havea predetermined relative movement, a power member, a work member, afixed position member, and means for frictionally engaging said membersto said cleznczts in different combinations.

32. In a transmission system, a plurality of elements co related to havea predetermined relative movement, a power member, a work member, afixed position member, pins on said elements and on said members adaptedto interlock with one another, the pins on said members being adapted toinitially frietionally engage said elements whereby the engagement ofsaid members and elements is initially frictional and subsequentlypositive.

33. In a. transmission system, a plurality of elements eorelated to havea predetermined relative movement, a power member, a work member, afixed position member, and means for positively engaging said membersand said elements in interlocking engagement in different colnbinu tionssuccessively.

34. In a transmission system, a plurality of elements corelated to havea predetermined relative movement, a power member, a work member, afixed position member, means on said members for initially engaging saidelements in frictional engagement, and means whereby the engagementbecomes positive or interlocking when the members are fully engaged withsaid elements.

In witness whereof, I subscribe my signature, in the presence of twowitnesses.

JAMES C. ANDERSON.

Witnesses:

WALDQ M. CHAPIN, MAY BIRD.

